lawrence



2 Sheets-Sheet 1.

L. P. LAWRENCE.

LOGOMOTIVE BRAKE.

(No Model.)

No. 371.602. Patented Oct. 18, 1887.

ATTOR/VEYJ" N- PEIERS mulhagnptw. Wnhinglnn. D C.

UNITED STATES PATENT OEETCE.

LOUIS P. LAXVRENCE, OF PASSAIG, NEWV JERSEY, ASSIGNOR TO THE LAXV- RENCERAlLlVAY BRAKE COMPANY, OF NEW YORK, N. Y.

LOCOMOTIVE=BRAKE.

SPECIFICATION forming part of Letters Patent'No. 371,602, dated Octcber18, 1887.

Application tiled November 4,1886. Serial No. 217,939. (No model.)

To all whom, it may concern:

Be it known that I, Louis P. LAWRENCE, of Passaic, in the county ofPassaic, State of New Jersey, have invented certain new and usefulImprovements in Locomotive-Brakes, of which the following is aspecification.

Heretofore the cylinders of power-brakes used on locomotives haveusually been arranged between the driving-wheels, and in most cases theshoes were arranged to act on those parts of the rims of thedriving-wheels facing each other, whereby said shoes, when applied,hadthe tendency to spread the wheels, thereby injuring the tires of thewheels and the axle-bearings of the same, thus rendering said brakehighly disadvantageous. In some cases the brake-shoes have been appliedat each side of the driving-wheels, which brakeshoes were connected.This connection was open to objection, for the r ason that thelocomotives sway and rock to a certain extent, whereby rigid brake-shoeconnections soon got out of order and would not operate in a propermanner.

The object of my invention is to provide a brake in which the brakeshoesare at both sides of the wheels, said brakeshoes being provided withsuitable connections with each other and with the motor orbrake-operating device between the wheels.

The invention consists in the combination, with the locomotivewheel, ofa brake-shoe saddle fastened at each side, boxes adjacent to eachsaddle, and a bar connecting the boxes of each wheel.

The invention further consists in swiveled connections between thebrake-shoes and boxes.

The invention further consists in swiveleonneetions between the end ofthe piston-rods, of the cylinderlocated between the wheels,and devicesconnecting the piston with the brakeshoes.

The invention further consists in the construction and combination ofnumerous parts and details, as will be fully described and set forthhereinafter, and finally pointed out in the claims.

In the accompanying drawings, Figurel isa side View of part of alocomotive provided with my improved locomotive-brake, parts of wheels.

the locomotive being omitted and parts being in section. Fig. l is across-sectional elevation through the power-cylinder of the brake. Fig.2 is an enlarged longitudinal sectional view of the power-cylinder, thepistons infthe same, the connecting devices, and the brake-shoes at bothsides of the rim of the Fig. 3 is a plan view of the powercylinder andsectional plan Views of the coupiings and parts of the wheels. Fig. 4 isasectional view of the tubular screw.

Similar letters of reference indicate corre- I sponding parts.

The cylinder A is constructed of the cylindrical center piece, A, andthe two end pieces, A"; Between the inner end flange of each section Aand an end flange of the section A the outer edge of a rubber ring, B,is clamped,

the inner edge of which is provided with an annular bead, which issprung into an annular groove in the rim of a piston, O, of which thereare two, said pistons 0 being each mounted on the inner end of a tube,0, passed through an aperture in the closed end of a head A*, the endsof the tubes 0 sliding on the ends of a tube, D, held longitudinally ona spider-frame or cross-piece, D, in the center of the cylinder, so thatthe said tube can serve as a guide for the pistons G and the tube 0. Aspiral spring, D, is contained in the guide tube D and in the twotubesections 0 shown in Fig. 2. Into the outer end of each tube 0 aplug, E, is screwed, on the outer end of which a fork, E, is swiveled bya pin, E passed longitudinally through the plug.

To each fork E a link, F, is pivoted, the opposite end of which ispivoted to the lower part of a lever, G, the upper end of which ispivoted to one of the inner brake-shoe saddles, H, to which saddles thebrake-shoes H, resting against the tires I of the drivingwheels I, arefastened. Each lever G is provided with a series of apertures, G, topermit the links F being connected to the levers G at differentelevations.

To the upper part of the saddle H is pivoted a link, J, the upper end ofwhich is pivoted to the frame J of the locomotive. A fork, K, is pivotedto the lever G near its upper end, said fork being formed on the end ofa pin, K, which is passed into the bore of a tubular screw, L, providedon its outer end with a nut, L, the screw-thread of the screw 7extending from the inner end of the sleeve to within a short distancefrom the nut, as shown at L, Fig. 4.

The tubular screw L is screwed into a screwthreaded aperture, M, of abox, M, which is provided on its inner side with an opening or recess,N, as shown in Fig. 3, in which a nut, N, is located, which is screwedon the screwthreaded end 0 of a connecting bar or rod, O,-

extending across the wheel I on the inside of the same, thescrew-threaded end of the bar 0 passing through the bar M, as shown. Anut, P, is screwed on that end of the screw-threaded part of the bar 0projecting beyond the'outer endof the box M. The opposite'end of eachconnecting-rod O is passed through a box, M, in the manner described, atthe outside of the wheel, said box M also having the recess N. Aturn-buckle, Q, is held by the nut P on the end of each box M at theoutside of the wheel, and the turn-buckles of the two opposite sides ofthe locomotive are connected by the rods Q. The boxes M at the outsidesof the wheels are also provided with screwthreaded apertures M, intowhich the tubular screws L are screwed; but in this case the outer endsof the pins K are pivoted direct to the brake-shoe saddles It, whereasat the inner sides of the wheel they are pivoted to the levers G, whichin turn are pivoted to the saddles. The upper ends of the saddles R areconnected by links R with part of the frame of the locomotive, as shownat the right-hand side of Fig. 2.

A tube, S, is screwed on the section A of the cylinder and provided withthe exterior collar, S, surrounded by a ring, T, formed on the lower endof a bracket, T, fastened to the frame J. Nuts T are screwed on the tubeS above the collar S and resting upon the ring T, and support thecylinder from said ring. A pipe, U, is coupled to the upper end of thepipe S by means of a coupling, which leads to an air-ejector, W, forvacuum-brakes, which air-ejector is located in the cab, and theconstruction of which is fully described in Letters Patent No. 300,876,dated June 24, 1884.

To fully illustrate the different positions of the shoe I have shown thebrake of one wheel applied and the other loose, which position ispractically impossible. x

The operation is as follows: When thebrak es are not applied, thepistons O are at the outer ends of the cylinders, as shown at therighthand side of Fig. 2. \Vhen the brakes are to be applied, a vacuumis created in the cylinder, whereby the pistons O are pressed toward themiddle of the cylinder, the lower ends of the links G turning in thedirection of the arrow 00, Fig. 2, whereby the brake-shoes Hare pressedagainst the tires of the wheels at the inner sides of the wheels. Theboxes M at the inner sides of the wheels are moved in the directiontoward the middle of the wheels, whereby the connecting-rods O are drawnin the same direction, as are also the boxes M on the outside of thewheels, and thus the brakeshoes on the saddles R are pressed against therims of the wheels at the outside. When air is admitted into thecyliuder,the pistons G are pressed from each other by the action of thespring D, and both are in the position shown in the right hand side ofFig. 2. As the forks F are swiveled in the plugs E, they can turn on thesame. The pins K being loosely mounted in the tubular screws L, they canturn in the same. The saddles can easily be adjusted, according as thetires of the wheels and the brake shoes wear off, by turning the nuts Lto screw the tubular screws L outward more or less to bring thebrake-shoes in proper relative position to the tires.

So as to protect the threads of the tubular screws L from being cloggedwith dirt, oil, 820., when the said screws L project a greater or lessdistance from the apertures in the box M,the outer part of said screwsare made plain, as shown at L Fig. 4. Likewise, when the brake-shoes andtires wear oft, the boxes M on the opposite sides of the wheels can bead justed by turning the nuts N in the cavities N of theboxes, and byturning up the nuts P on the ends of the screw-threaded part of the rod0, I am thus enabled to adjust the'brakes tion, with a cylinder andpiston, of a flexible ring fastened to the rim of the piston and in.-side of the cylinder, as set forth and claimed in my application, SerialNo. 2l7,940, filed November 4, 1886.

Having thus described my invention,I claim as new and desire to secureby Letters Patent- 1. The combination, with the cylinder, of a fixedguide held longitudinally in the same, a tubular piston-rod mounted toslide on each end of the fixed guide, a piston on each tubularpiston-rod, and a spring in the guide and the tubularpiston-rods,substantially as shown and described. V

2. The combination, with a cylinder, of a piston, a piston-rod,a forkswiveled on the end of the piston-rod,and a brake-shoe saddle connectedwith said fork, substantially as shown and described. i

3. The combination, with a cylinder, of a piston and piston-rod, a forkswivele'd to the outer end of the piston-rod, a link pivoted to thefork, and a lever pivoted to said 1ink,.'an'd a brake-shoe saddle hungon the frame of the locomotive and pivoted to the said lever,substantially as shown and described.

4. The combination, with a locomotive rco wheel, of a brake-shoe saddleat each side of I the wheel, a box connected with each saddle, and a barconnecting the two boxes at opposite sides of the wheels, substantiallyas shown and described.

5. The combination, with locomotive driving-wheels, of a brake-shoesaddle hung at each side of the same, a box connected with each saddle,a connecting-bar extending across the wheels and havingits ends passedthrough the boxes, nuts screwed on the ends of the rods, which nuts reston the outer ends of the boxes, substantially as shown and described.

'6. The combination, with locomotive driving-wheels, of a brake-shoesaddle hung on the frame of the locomotive at each side of the wheel, abox adjacent to each saddle, pins swiveled in the boxes and connectedwith the shoes, and a bar connecting the two opposite boxes of eachwheel, substantially as shown and described.

7. The combination,witha locomotive driving-wheel,of abrake shoe saddlehung at each side of the same, a box adjacent to each saddle, tubularscrews in the boxes,pins mounted to turn in the tubular screws andconnected with the saddles, and bars connecting the two boxes of eachwheel, substantially as shown and described.

8. The combination, with a locomotive drivin gwheel, of a brakeshoesaddle hung at each side of the same, a box adjacent to each saddle, atubular screw in ea h box, each screw having a nut on its outer end, andpins mounted to turn in the tubular screws, which pins are connectedwith the saddles, substantially as shown and described.

9. The combination, with a locomotive driving-wheel, of asaddle hung ateach side of the same, a box adjacent to each saddle, a tubular screw ineach box, each screw having a nut on its outer end and having the partadjacent to the nut made smooth on the outer surface, and a pin mountedto turn in each tubular screw, which pins are connected to the saddle,substantially as shown and described.

10. The combination, with a locomotive driving-wheel, of a saddle hungat each side of the wheel, a box adjacent to each saddle, aconnecting-bar extending across the wheel and having its end passedthrough the boxes, a nut screwed on each end of the bar, said nutsresting against the outer sides of the box, and a nut on each end of thebar within recesses of the boxes, substantially as shown and described.

11. The combination, with the two drivingwheels of a locomotive, of acylinder hung between them, two pistons in the cylinder, a piston-rodprojecting from each piston through the adjacent end of the cylinder, abrake-shoe saddle hung at each side of the wheel, levers connected withthe brake-shoes at the inner sides of the wheels, a box adjacent to eachbrake shoe saddle, a tubular screw in each box, a pin mounted to turn ineach tubular screw, the pins in the boxes at the inner sides of thewheel being pivoted to the levers which are pivoted to the brake-shoesaddles and the piston-rods, and the pins in the boxes on the outersides of the wheels being pivoted to the brakeshoe saddles, and of a barextending across each wheel, the ends of the bar being held in the boxeson the sides of the wheels, substantiallyas shown and described.

12. The combination, with the driving wheels of a locomotive, ofbrake-shoe saddles hung at each side of each wheel, a piston be tweenthe wheels for operating the saddles, and of a box adjacent to eachsaddle, bars connecting the boxes of each driving-wheel, and cross-rodsconnecting the boxes at the outer sides of the boxes at the oppositesides of the locomotive, substantially as shown and described.

13. The combination, with the drivingwheels of a locomotive, of abrake-shoe saddle hung at each side of each wheel, a cylinder betweenthe wheels, a box adjacent to each saddle, a bar extending across thewheel and connecting the boxes of each wheel, and transverse barsconnecting the outer boxes of each wheel on the opposite sides of thelocomotive, which transverse rods have turn-buckles, substantially asshown and described.

In testimony that I claim the foregoing as my invention I have signed myname in presence of two subscribing witnesses.

' LOUIS P. LAWRENCE. \Vitnesses:

MARTIN PETRY, SIDNEY MANN.

